Combined gas generator, carburetor, preheater, and controller



July 30, 1929. F. c. LINDSEY 1,722,304

A COMBINED GAS GENERATOR, CARBURETOR, PREHEATER, AND CONTROLLER FiledFeb. 7-, 1922 5 Sheets-Sheet 1 F 17. L/NUSEK July 30, 1929. c 55531,722,304

COMBINED GAS GENERATOR, CARBURETOR, PREHEATER, AND CONTROLLER Filed Feb.7. 1922 5 Sheets-Sheet 2 F? a x/vas'zx July 30,- 1929. F, c. LINDSEYCOMBINED GAS GENERATOR, CARBURETOR, PREHEATEH, AND CONTROLLER Filed Feb.7. 19,22 5 Sheets-Sheet 3 July 30, 1929. F. c. LINDSEY COMBINED GASGENERATOR, CARBURETOR, PREHEATER, AND CONTROLLER 5 Sheets-Sheet 4 FiledFeb. 7. 1 922 a t canto? F. c. LINDSEY 1,722,304

COMBINED GAS GENERATOR, CARBURETOR, PREHEATER, AND CONTROLLER July 30,1929.

. Filed Feb. 7, 1.922 5 Sheets-Sheet 5 M. w a, E

Patented July 30, 1929.

UNITED STATES FREDERICK C. LINDSEY, OF MILWAUKEE, WISCONSIN.

' COMBINED GAS GENERATOR, CARBURETOB, PREHEATER, AND CONTROLIIER.

Application filed February This invention relates to a combined gasgenerator, carburetor, pre-heater and controller; and, morespecifically, to an attachment for internal combustion engines, forfeedinggasoline-gas to the engine-cylinders, and automatically shuttingoff this gas and turning on the gas which it generates from kerosene,distillate or other liquid fuel that is less volatile than gasoline. Itembodies certain principles that all also embodied in myengine-controlling mechanism described and claimed in an applicationfiled by meon the th of Sept, 1920, under Serial Number 412,885. 7

One object of thisinvention is to simplify and otherwise improve uponthe above mentioned engine-controlling mechanism and upon other knowndevices for a similar purpose.

A further object is to provide, as an element of the generalcombination, an improved combination including a combined gas-generatingand thermally regulating or controlling member or unit which is operablyconnectible with other elements of the general combination in variousways.

A further object of the invention is to so combine the above mentionedunit with the other elements of the combination, that the wholeconstitutes a unit or unitary attachment which can be attached, byanyperson of ordinary ability, to the type of engine for which it isdesigned, Without disjoining any of its elements, and Without affectingthe engine further than removing its gas-manifolds and the fastenersthereof.

Other objects and advantages will be pointed out or implied in thefollowing details of description, in connection with the accompanyingdrawings in which,

Fig. 1 is a view showing a portion of the right side of an engine-bodysuch as that of the well known Ford type, and my improved gasgenerating, carbureting, pre-heating and controlling attachment clampedto said engine-body by a clamp such as or similar to that or those usedon the Ford engines vice being indicated partly in broken lines.

Fig. 3 is a. View similar to Fig. 1, but showmg a somewhat modified formand arrange- 7, 1921 Serial No. 534,800.

ment ofthe elements, the engine-body being omitted, interior.

Fig. 4 is a top plan view, enlarged, of a portion of the structure shownin Fig. 3, the preheating device being indicated partly in broken lines.I

Fig. 5'is an enlarged horizontal sectional view through the central partof the valveactuator-frame. I

Fig. 6 is an enlarged vertical sectional view of the thermostat and thescrew-plug that connects it to the shell of the gas-generating chamber.l

Fig. 7 is a bottom plan view of the thermostat and screw-plug, a part ofthe valve-actuator-control-arm being broken out.

Fig. 8 is an enlarged vertical sectional View of the gas-generatorandheater, parts being broken away to show other parts and to Conservespace. g

Fig. 9 is a horizontal sectional view along the line 99 of Fig. 8, apart being broken out to show the continuity of the upper partition.

Fig. '10 is a horizontal sectional view along the line 10'10 of Fig. 8.I

Fig. 11 is an enlarged sectional View of the gas-feeding andgas-spreading device which constitutes a combined nozzle and checkvalve.I

Referring to these drawings in detail, in which similar referencecharacters correspond to similar parts throughout the several views; theinvention consists in the construction and arrangement of combination ofparts as fully described in the following:

At first, referringto Figs. 1 and-2, the'engine-body of a Ford engine isindicated at 1, and-the usual inlet bosses or portions, to which theintake manifold connects, is indicated at 2; the similar outlet portionsor exhaust manifold connections being indicated at 3; and the usualclamp (or one of them), that holds the manifolds in place, beingindicated at 4.

. Instead of the regular or usual Ford manifold, I use an intakemanifold 5 and an outlet or exhaust manifold 6; these manifolds beingdesigned to be fitted to and clamped on the Ford engine-body in the.usual way, that is, having branches which communicate with the interiorof the enginebody through the connections 2 and 3, and to be clampedthereto by clamps such as or simi-- parts being broken out to show thelar to the one indicated at 4, appropriate seats being formed on or inthe manifolds, for the clamps to be seated on.

In addition to the inwardly extending branches of the inlet or intakemanifold, that connect to the engine-body, this manifold 5 is formedwith an outwardly extending branch 7, the latter (itself) comprising twobranches 8 and 9, and a valve 10 is provided in the branch 7 between thebranches 8 and 9 (on the one hand) and the main body of the intakemanifold (on the other hand). From the actuating arm of the valve 10, alink 11 extends through the well known central opening 12 of the enginebody and connects to an arm '13 on the usual hand-throttle-rod of theFord engine, thus connecting the valve or hand-throttle 10 to thesteering post and enabling the flow of gas from both branches 8 and 9 tobe readily controlled by hand of the driver of the automobile oroperator of the engine.

' The usual Ford carburetor is indicated at 14, being typical of agasoline-carburetor,

and a valve or throttle 15 is provided for this carburetor and for thebranch 9 to control the flow of gas from this carburetor to the branch9. A valve or throttle 16 is provided in'the branch 8, and thevalve-arms of the valves 15 and 16 are connected by a link 17 in suchmanner that the movements of these valves are dependent upon oneanother, and that when either of these valves is closed the other isopened, and vice versa. Any appropriate means can be employed foractuating the link 17, either manually or automatically, and suitablemeans for its manual and automatic actuation will presently bedescribed.

A combined carburetor and re-heater 18 is united with the outer end ofthe branch 8 and is in ,open communication with the latter, preferablyextending down therefrom and being provided with a choke-valve orthrottle 19 in or adjacent to an air-inlet 20 in its lower end. 'A link21 or other appropriate means may-be provided to manually or otherwiseopen and close the choke valve. In addition to the valve 19,- I employ aspring-closed valve 22 in a valve-chamber 23 which communicates with theinterior of the chamber 18 through the medium of a passage 24 and aconstricted opening25, a thumb nut 26, or othe'rgappropriate adjustingor tensioning means may be provided in combination with cured in thisconnection 31"; so that the elements 6, 6, 31 31, 31 and 29 constituteone continuous outlet or exhaust passage.

Referring now to Figs. 1 and 9, it will be seen that the gas-feedingtube 30 extends from the heating pipe 29 into the upper compartment ofthe generator 31 and has its end secured in an opening 32 of an upperpartition 33 ;the latter being preferably welded or otherwisepermanently and securely united with the middle section of thegenerator-shell, or forming the upper end of this middle section. Alower partition 34; is likewise permanently secured to or made integralwith or a part of the lower section 31 The upper and lower sections areprovided with apertured ears 35 through which bolts 36 extend and areprovided with nuts whereby they clamp the primarily separate upper,middle and lower sections of the generator 31 together.

The partitions and 3a are formed with a concentric aperture and sixequally excentric apertures 37 which are also equally spaced from oneanother and from the inner surface of the shell or chamber whichconstitutes the main element of the generator 31. Seven annularlygrooved tubes 38 are fitted, respectively, in corresponding upper andlower apertures 37 and there secured by any appropriate means, being.preferably welded to the lower partition and expanded or swaged in theapertures 37 of the upper partition, for convenience in assembling theelements of the generator. The peripheral grooves of the tubes 38 areindicated at 39 and 40, the latter being uppermost and beingsuificiently wide to receive the flared outlet end of an oil-feedingnozzle tl. There are seven of the nozzles 41, one for each tube 38, oneof these nozzles being sufliciently long to reach the central one of theseven peripherally grooved tubes. These nozzles extend through the shellof the'generator and are secured thereto by any appropriate means,

the oil from any convenient source (not shown). The nozzles 41 arepreferably of the novel construction shown, having radial grooves @5111their extreme mner ends, for

spreading the oil laterally in the grooves 40. The grooves 39 may betermed capillary grooves, being so narrow that they retain oil bycapillary attraction until the oil therein becomes thoroughly heated andbegins to vaporize. .Vhen each upper groove becomes filled with oil, itoverflows into and fills the next lower groove, and soon down the sevenseries of grooves. The series of capillary grooves of each generatingtubev 38 issufficiently long to prevent any oil from reaching the lowerend thereof when the tubes are properly heated while the oil is beingfed thereto, but whatever oil reaches the lower partition is therebyvaporized gradually until dissipated. As the exhaust-fluid passesthrough the portion 6" of the exhaust manifold, in the direction of thearrow (Fig. 8), it strikes laterally inclined ridges 46 and d7 whichconstitute means to spread the hot gas or fluid, to distribute the heatin approximately equal proportions to the seven generating tubes. Thisheated fluid imparts heat to the tubes 38, and the latter impart heat tothe oil for vaporizing it. As the hot fluid passes from the generatingtubes, a portion of it strikes a thermostat 48, preferably of the typeshown in Figs. 6, 7, and 8 (later described), and the hot gas then flowsto the outer air through the medium of the L-shaped heating pipe 29,part of this exhaust-gas passing into a heating chamber or hot-jacket 49in the form of an annular or hollow cylirr,

drical gas-chamber which surrounds the carbureting chamber of the member18. The hot exhaust gas enters the chamber 49 through a pipe 50 andleaves it through a pipe 51, these atter pipes being preferably of theflexible metal type, as indicated. The pipe 50 communicates with thepipe 29 through a connection 50 which meets the upper end of the uprightpart of the pipe at such an angle and position that its inner opening orintake is directly in the path of the outwardly rushing exhaust-gas; andthe connection of the pipe 51 is such that the rush of the exhaustby itsoutlet tends to create a vacuum therein, so that a circulation of hotgas is continually maintained in the heat-jacket 49 so long as theexhaust-gas flows through'the pipe 29. The exhaust-gas in the pipe 29also heats the feed-pipe 30, which latter may be formed with anyappropriate number of coils 30 and the section of this feed-pipe thatconnects the pipe 29 with the nozzle 28 is relatively short andpreferably jacketed to avoid condensation of the gas therein. Thisarrangement of the elements 28, 29 and 30 is made possible by theL-shape of the pipe 29 and the proximity of the upright part of the pipe29 to the upright member 18.

A valve 52 is provided at the junction of the nozzle 28 and pipe 30, andthe arm of this valve is connected to an automatically operated andthermally controlled actuator 53 through the medium of a link 54: and anarm. 55. The nozzle 28 is shown in detail in Fig. 11, and comprises anexternally threaded tubular body 28 a combined closing and gasspreadingdisk 28", and a disleretaining screw 28, the latter being securedapproximately in the upwardly opening outlet of the nozzle and havingits head sufficiently elevated above the outlet of the nozzle to permitthe'disk to be raised to the broken line position so that gas can passaround its edges and be spread thereby while being sucked into thecarbureting chamber. The constricted opening 25, by limiting the volumeof air entering the carburetor 18, increases the force of suction fordrawing the gas through the nozzle 28 and pipe 30. The nozzle 28 isheatjacketed, as indicated at 28, to prevent the cold air from the inlet25 from causing gas to condense in the nozzle. This nozzle is directlyin the path of the carbureting air, that is, directly over the inlet 25,and spreads the entering air so that it is forced into the gas which isspread by the disk 28 This spreading of the entering air and gas tendsto form a vacuum in the center of the carbureting chamber, and thepartially mixed air and gas whirls into and out of this partial vacuumwhile ascending to the intake manifold, thus effecting a. thoroughmixing ofthe air and gas after it'has become reheated by its contactwith the heat-jacketed wall of the carburetor. 2

Referring now to Figs. 1 and 5, it will be seen that the automaticallyactuating and controlling mechanism is very similar to a portion ofthat, shown in my prior application (above referred to), and comprisesthe previously mentioned actuator 53 and a supporting frame 56, thelatter being (in the present instance) secured to the carburetingchamber 18, as indicated in Fig. 2, by wings or ears 57 on thecarburetor 18. A bracket- 58 may also be provided for more rigidlyuniting the member 56 with the branches of the intake manifold.

It is desired that the intensity of the heat of the exhaust-gas beabsorbed by the generating tubes (and transmitted or conducted therebyto the kerosene or other oil) before it begins to act on the thermostat418, so the oil will be thoroughly vaporized before the actuator 53 ispermitted to automatically shut off the gasoline-gas and turn on thekerosene-gas: Therefore, the thermostat is preferably located in the topor cover of the generator 31; and, in order to conveniently and properlyconnect this thermostat to' a detent 59, this detent extends upapproximately to the level of the thermostat-arm 60 and is operativelyconnected to the latter by a link 61 and a bell-crank or lever 62, thelatter being pivoted on a standard or arm 63 which is shown partly inbroken lines in Fig. 1, the detent 59 being also partly in broken lines.The detent 59 engages with a notch in the sliding rod of the actuator58and holds this rod in the position shown, when the engine is to be fedgasoline-gas, thereby holding the valve 15 open and the valve 16 closed;this being accomplished through the medium of an arm 6% and the link 17.This arm is provided with a slot that receives a lateral extension orstud on the link 17 so as to permit the necessary lateral movements ofthe link while being moved longitudinally by the arm 6st.

From the foregoing paragraph, in connection with the description of thearm and its adjuncts, it will be seen that the valves 1", 16 and 52 aresimultaneously actuated by the actuator 53,and of course, the valves 16and 52 must be opened simultaneously and closed simultaneously, so thatgas can pass intoand out of the carburetor simultaneously. The specialpurpose of the valve 16 is to prevent the engine from drawing airthrough the carburetor 18 and thinning the mixture from the carburetor14 when the latter is in use; while the purpose of the valve 52 is tocompletely shut off the'kerosene-gas or other oil gas when the engine isto use only gasolinegas.

To prevent the actuator 53 from automatically shifting the valves, whenonly gasoline is to be used, a detent is pivoted on the frame 56 at 66and engages with a shoulder 67 of the actuator-rod, this shoulder and asimilar one 67 being preferably in the form of a hardened steel plate orblock. When automatic actuation is desired, the actuator-rod is pressedby a spring 68 in such manner that it tends to move rightward, but cannot so move until the thermostat causes the detent 59 to release theactuator-rod. The spring 68 is made operative or has power storedtherein by pressure of a member 69 thereagainst, and this pressure isobtained by sliding the member 69 along the actuator-rod by any manuallyoperable means. One such means consists of a block 70, a link 71 pivotedthereto, an arm 72 pivoted to the link 71, and an oscillatory shaft orrod 73 journalled in suitable bearings and carrying the arm 72. Theshaft 7 3 extends through the opening 12 of the engine-body and may beconnected with any appropriate actuating means. The block is slidable onthe actuator-rod, and can be moved in either direction from the positionshown without at once effecting movement of the actuator-rod. lVhen themember 69 is moved rightward (or forward) it exerts a cam-action on thedetent 65 so as to move it out of engagement with the shoal der 67 whilestoring power in the spring 68 for automatically shifting the valveswhen the actuator is released by the thermally actuated detent 59.

The automatically controlling mechanism also includes a detent 65pivoted at 66 a shoulder 67 to engage this detent, a meme ber 69 tocompress a spring 68 and release the detent 65, and a spring or springs74 (shown partly in broken lines) for pressing the detents 67 and 67 ainto engagement with the shoulders of the actuator-rod. These membersoperate in a manner similar to that of the corresponding members at therighthand of the block 7 O; that is, when this block is moved leftward(or rearward), it stores power in the spring 69 and at the same timebegins to release the actuator-rod from the detent 65 thereby shiftingthe valves from the oil-gas-feeding-position to the position for feedinggasoline-gas (as shown). Limiting collars 75 are secured on theactuator-rod, and while taper pins are here shown for securing them andthe arm 64: in place, any other appropriate means may be employed. Thearm 55 is here shown as being integral with one of the limiting collars.A key 76 or any other appropriate means may be employed to preventrotary movement while permitting longitudinal movement of theactuator-shaft.

If the source of kerosene supply is above the level of the distributingchamber 42, a valve should be provided to prevent oil from gravitatinginto the generator when not in use; but if said source is below thelevel of the distributing chamber, no valve is needed for this purpose,and any appropriate means may be employed, if necessary or desirable, toaid the suction of the engine in drawing oil or kerosene into thedistributing chamber and generator.

Referring again to Figs. 6, 7 and 8 :The screwplug 7 7 preferably formsthe supporting and bearing element for a rotary shaft 7 8 having securedthereon the arm 60 that connects to and actuates the link 61. On adepending boss 79 of this member 7 7 a spiral member 80 is secured byany appropriate means, a pin 81 and a screw 82 being here shown for thispurpose. An arm 83 is fitted on a non-cylindrical part 8a of the shaft78, and a screw 85 secures this arm on the shaft. A link 86 is pivotallyconnected to the outer ends of the spiral member and the arm 83. Thespiral member is composed of two metal strips riveted together, theinner strip 87 hav ing a greater coefficient of expansion than the outerstrip 88. As the hot exhaust-gas strikes this coil or spiral member, thedifference of expansion of the strips 87 and 88 tends to unwind thecoil, and this unwinding movement causes the link 86 to travel in thedirection of the arrow (Fig. 7), carrying therewith the arm 88 shaft 78and arm 60 in the clockwise direction, as referred to Fig. 7, and thecontra-clockwise direction as referred to Fig. 2.

Modified form.

In the modified form shown in Figs. 3 and l, the arrangement of parts isconsidered preferable where the invention is applied when the engine isdesigned and manufactured, and is also applicable to types of readybuilt engines where the previously described Ford attachment isinapplicable. In this modified form, the automatic actuator has itsframe 560 secured directly on or quite near the engine-body (not hereshown), so the arm 60 extends inward (instead of outward as in the Fordtype), and therefore, the thermostat 48 must have the coil reversed,which can be done without materially changing the structure of theseveral elements thereof.

In this form, the detent 590, being relatively'short, is operatedby alever 620 that is pivoted directly on the main part of the frame 560. Aspring 621 holds the detent in operative position, and a slot 622permits independent movement of the link when the thermostat becomesexcessively cool. The

spring and slot may be dispensed with however, as in the Ford type,where the link 61 is flexible and springy so it will bend somewhat whenthe back pressure of the thermostat is sufliciently great to bend it,and will then return to normal when the temperature is normal or betweenextremes.

In this form of the invention, the members 69 and 69 are actuated by aloop 700 formed on a sheet metal strip which constitutes a lever 701which is connected by a link 702 to a handle 7 03, the latter beingpivoted on a bracket 704: which includes a segment having the positionsfor feeding gasoline and kerosene indicated thereon by the letters G andK, respectively.

Instead of the previously described levers 55 and 64:, this form of theinvention embodies an arm 640 to which is secured a jointed or flexiblelink 6&1 provided with lateral exten sions 64:2 and 643 connected,respectively,

with the valves 52 and 16, a link 54A being employed as a medium betweenthe valve 52 and the arm 642. The arm 643 is directly pivoted to the armof the valve 10, and the link 641 is directly pivoted to the arm of thevalve 15.

I11 this form, the main body of the intake manifold is indicated at 500,its outward extension at 7000, the two branches of the latter at 800 and900 (connecting respectively with the oil-gascarburetor andgasoline-gascarburetor), the gasoline-gascarburetor is indicated at 140,and the exhaust manifold is indicated at 600. The parts not mentionedwith respect to this modified form are substantially the same as thosedescribed for the Ford type.

Suitable pipe couplings and unions are provided, either as shown or inany other appropriate arrangement, but specific reference to theseappears unnecessary.

It is not intended to limit this invention to the exact construction andarrangement here shown and described, but changes may be made within thescope of the inventive ideas as implied and claimed.

What I claim as my invention is 1. In a gas-generating, gas-heating andcarbureting device, the combination of a gas-generator comprising agas-generator chamber and a hea ing fluid chamber, a carburetorconnected for open communication with the intake manifold of an internalcombustion engine and provided with a controlling valve, a heating fluidchamber around said carburetor, the first said heating fluid chamberbeing connected for open communication with the heating fluid chamber ofsaid carburetor and for open communication with the exhaust manifold ofsaid engine and also for open communication with the outer air, anexhaust discharge pipe being provided to establish such communicationwith the second said heating fluid chamber and with the outer air, and agas-conducting pipe connected for establishing an open communicationbetween said gas-generating chamber and said carburetor, the greaterpart of this gas-conducting pipe being within the said exhaust dischargepipe.

2. The structure defined by claim 1, and means automatically cont-rolledby said gas generator for controlling said valve and thereby the flow ofgas from said gas generator to saidcarburetor.

8. The structure defined by claim 1, means automatically controllablefor controlling the flow of gas through said gas-conducting pipe, andmeans to detain the automatic means against effecting its control, forthe purpose specified.

4. The combination of an exhaust-manifold, a combined gas generator andthermostat united therewith in position to be heated by the exhaust gasor fluid, a carburetor, means to conductgas from said gas generator tosaid carburetor, an intake manifold ar ranged to receive gas from saidcarburetor, a second carburetor arranged to feed gas to said intakemanifold, valves to control the flow of gas from both carburetors, meanscontrollable by the thermostat for controlling the valves, the last saidmeans including an automatically actuated member, means including alocking detent to hold said member against premature actuation, andmeans connecting this locking detent to the thermostat for unlockingmovement of the detent.

5. The combination of an exhaust-manifold, a combined gas-generator andthermostate in position to be heated by the exhaust fluid of saidexhaust manifold, a carburator, means to conduct gas from saidgas-generator to said carburetor an intake manifold to receive gas fromsaid carburetor, a second car buretor arranged to feed gas to saidintake manifold, valves to control the flow of gas from both thesecarburetors, means including.

an actuating member for operating said Valves, a spring for actuatingthe actuating member, means to render said spring alternately operativeand inoperative with respect to said actuating member, a locking detentto hold said actuating member against the pressure of said spring, andmeans operable by said thermostate to release said actuating member fromthe locking detent.

6. The combination With a conduit provided With a valve and adapted tohave fluid passed therethrough, a second conduit adapted to have fluidpassed therethrough and being in such proximate relation to the firstsaid conduit that the temperature of the fluid in the first said conduitis changed by the temperature of the fluid in the second said. conduit,a thermostat in such proximate relation to the second said conduit thatit is actuated by the temperature of the fluid in the latter, anactuating device settable for automatically operating said valve,detaining means to prevent untimely actuation of said actuating ,device,and means operatively connecting said detaining means to said thermostatfor releasing said actuating device.

7 The combination of a fluid-passage having apertured partitions thereinand including a gas-generating tube extendinn through the aperturedpartitions and combining with its adjuncts to form a gas-generatingchamber around this tube, means to feed a liquid into contact With theexterior of said gasgenerating tube so that the heat from the fluid insaid fluid-passage is imparted to said liquid for generating gastherefrom, a thermostat in position to be in contact With the said fluidin its exit from said gas-generating tube, means to conduct gas fromsaid gas-generating-chamber, and means controllable by said thermostatfor controlling the flow of gas from said gas-generating chamber.

8. As an article of merchandise, the unitary structure Which includes anintake manifold, an exhaust manifold, these manifolds being adapted tobe fitted and secured to an enginebody of the Ford-type in lieu of theusual Ford-type manifolds, carburetors for feeding different kinds ofgas to said intake manifold, valves for controlling the flow of gas inthe respective carburetors, automatically operative means to actuate thevalve-controlling means, a gas generator in proper relation to theexhaust manifold for being heated by the latter, means to conduct gasfrom said gas generator to one of said carburetors, a thermostat inposition to receive heat from fluid that passes through the exhaustmanifold, and means operatively connecting said thermostat With saidautomatically operative means so as to control the latter by thethermostat.

In testimony whereof I affix my signature.

FREDERICK o. LINDSEY;

